THE ADF NEWS “Keeping the Dispatch Professional Informed”

Volume 12 Issue 3 Web Site: www.dispatcher.org Summer 2012

A Note from the President,

Dear Members and Operational Colleagues,

TransWorld Caribbean/AAL, Western Airlines/DAL, PanAm/DAL, Alaska. /Jet

America, Air Cal/AA, Reno Air/AA, TWA/AA, America West/US Airways, NWA/

DAL, UAL/CAL, AirTran/Southwest Airlines, Simmons/Eagle, Executive National-

WestJet/Eagle, Business Express/Eagle, and ASA/ExpressJet…. It’s seems to be all

about airline mergers these days.

With the recent economy issues worldwide, high oil prices, and airline losses totally

into the millions, US airlines and air carriers across the globe are suggesting that air-

line mergers offer the best opportunity to finally show a profit. Sure this makes sense

in “Corporate America” however merging air carriers, melding operations, and reducing capacity with a com-

bined/merged airline is not the only option available for cost savings.

Aircraft Dispatchers are often considered “The Heartbeat” of an airline’s operation. Their decisions made dai-

ly have a MAJOR impact on air carrier’s effectiveness for travelers worldwide. Even during a merger, Aircraft

Dispatchers can offer their employer cost savings every day for most flights they plan!

Considering fuel is the #1 expense for most airlines budget, utilizing Aircraft Dispatchers expertise along with

pilots in any airline operation is key to costs/fuel savings helping air carrier’s bottom line regardless of a merging

carriers progress or lack there of. Pilots, Dispatchers, and ATC Controllers together have many opportunities to

utilize current tools available while future enhancements are being developed to replace outdate equipment.

“Professionalism” of each Aircraft Dispatcher while ensuring “Safety and Security” during a merger is key for the

companies we are employed with, for our fellow co-workers we interact with daily, and for our traveling public

who demand nothing less than our best until our merged corporate synergies can be realized when airlines daily

practices, operational philosophies, and operational goals are accomplished.

Best wishes for a safe and secure operation during your merger.

Sincerely,

Joseph Miceli, President ADF

Safety, Security, Professionalism

2

WSI is pleased and honored to announce the deployment of global operational weather decision support at United Air Lines, Inc., delivering an array of flight critical services that improve safety and operational efficiency. On May 17, 2012, United transitioned all weath-er services required to operate over 2,000+ flights per day serving 325,000 passengers globally to WSI. The WSI Global Services solution includes:

Building out and staffing a global forecast office in United’s existing office as well as the new Network Operations Center (NOC) at Willis Tower in Chicago.

Delivering proven WSI Enroute, terminal, ETOPS, polar and irregular operation forecast and briefing services, among others.

Defining and implementing new global forecast services to meet unique United op-erational requirements.

Leveraging the robust S/WINDS data service and gateway for integration with vari-ous critical flight planning and following services.

Rolling out WSI Pilotbrief Optima for the web and Optima iPad for all United pilots Deploying WSI Hubcast to all United stations for global airport weather decision

support and real-time lightning alerts via text or email. Providing WSI Fusion Replay for incident and operational analysis

Bryan Green, Captain-Flight Operations Integration, says ―United Flight Operations is de-lighted with the selection of WSI as the airline’s global weather provider. The WSI Team offers a partnership approach to our weather needs. From the customization of weather products to the leading edge interactive weather tools, WSI offers us the opportunity to take advantage of technical advances and provide our pilots with customized products to support them in our global missions.‖ WSI worked closely with United leadership to refine and improve existing solutions and practices to best fit the needs of the users and the airline as a whole. United recognized the value of WSI’s one-stop-shop global weather support for all company stakeholders. (Continued page 4)

WSI Global Services at United Air Lines, Inc.

3

ADF Symposium

October 10-12 2012

Sheraton Safari Hotel Lake Buena Vista, FL

Room Rate: $99 / $129 with Airport Transfers Click Here to Book Your Room

Why Attend the ADF Symposium?

Government and Industry Speakers

The Latest on NextGen

See the Latest in Dispatch Technology

Network with colleagues from throughout the Airline Dispatch

Community.

It’s FREE for ADF Members

www.dispatcher.org to register

Safety, Security, Professionalism

4

WSI Global Services at United Air Lines, Inc.

(WSI Global Services continued from page 2) Jim DeYoung, Managing Director of the Network Operations Control Center praises the integration of WSI’s solutions for United. ―The United Network Operations Center is the tactical and strategic nerve center for our global network, and robust weather support is vital to not only the NOC and Flight Operations coworkers but ultimately our custom-ers. Our key operational and strategic decision-makers rely on WSI’s input daily, and their commitment to providing us with relevant, reliable, and accessible weather data has prov-en invaluable. We look forward to growing our relationship with WSI and leveraging their proven customer service through continued product development.‖ ―From preflight planning through gate-to-gate operations WSI offers a comprehensive set of global weather decision support services that help airlines improve safety and opera-tional efficiency. We are excited to team with United to meet their current and future oper-ational needs.‖ says Mark D. Miller, General Manager of WSI’s Decision Support busi-ness.

For more information about WSI’s various global decision support solutions, please contact your WSI Account

Manager

Donny Pattullo - Eastern US, Caribbean, Latin America

978-983-6616 dpattullo@wsi.com

Rich Murry - Western US & Canada

978-983-6520 rmurry@wsi.com

5

AVIATION RULEMAKING ADVISORY COMMITTEE

ARAC

The ARAC Executive Committee met at FAA Headquarters in Washington, D. C. on March 29, 2012. The meeting was called to order at 1:00 PM. The Designated Federal Official, Pamela Hamilton read the required Federal Advisory Committee Act Statement. Introductions were made of those attending.

Ms. Hamilton, Director of the Office of Rulemaking, announced that she had accepted the position of the Director of the Office of Quality Integration and Executive Services (AQS) and this would be her last ARAC meeting. A new Director for the Office of Rulemaking will be recruited and will become the new ARAC DFO.

The FAA proposed and the ARAC accepted a continuing task for the Rulemaking Prioritization Working Group. The group will be given several recently completed rulemaking activities to process as a trial for the proposed method of prioritization and report the results back to ARAC. ARAC will review the report and forward it to the FAA.

The FAA briefed the group on the status of prior ARAC recommendations concerning ARAC process improvement. The final draft of a new ARAC Charter (Order) and Bylaws were presented to ARAC by the FAA. The document will now be submitted to the FAA administrator, DOT and GSA for approval.

The FAA withdrew the ARAC tasking to develop a new Air Tour Voluntary Accreditation Program due to a lack of pubic interest in participation.

The FAA also withdrew the Air Carrier Operations All Weather Operations Work Group tasking. The work group will continue under a separate ARC.

The next meeting is planned for August 30, 2012. This next meeting will be my final meeting as ARAC Chairman. The current Vice Chairman, Dan Elwell from AIA Aerospace will become Chairman and a new Vice Chairman will be selected by the FAA

The meeting was adjourned at approximately 2:40PM.

Norm Joseph

6

CREATING COMPETITIVE ADVANTAGE THROUGH FLIGHT OPS INTEGRATION

Integration of the world’s leading ASD, Sabre® AirCentre™ Flight Explorer and the industry’s most pow-

erful flight planning system, Sabre® AirCentre™ Flight Plan Manager, has seamlessly united the core

functions of flight operations for single source, graphical decision support.

Superior data flow and end-to-end system integration, not only improve dispatcher effectiveness but,

also create a competitive advantage for other airlines to envy. The integration of the Sabre® AirCentre™

Flight Operations Solutions, including Flight Explorer and Flight Plan Manager, delivers a GUI-led expe-

rience for optimizing flight planning decisions. This integration coordinates key data components for de-

cision making including flight plan, aircraft movement, ACARS messaging, and other important data

sources such as ATC and weather. This is true end-to-end flight operations integration enabling airlines

to fully harness the power of data and optimization in order to meet the daily challenge of efficiently and

accurately managing flight plan changes.

The integration of the Sabre AirCentre Flight Operations Solutions creates single source, graphical decision sup-

port that improves dispatcher performance in day-to-day duties as well as during ad-hoc events. One example of

the improved, dispatcher experience - graphical/visual validation of the route analysis performed by the Flight

Plan Manager powerful optimization engine.

Data Visualization + Enhanced GUI = Increased Productivity

Graphical route editing, aka ―rubber banding,‖ enables dispatchers to modify routes directly in the graph-

ical display and to export these results to Flight Plan Manager. Even faced with the unpredictability of

weather changes, restricted and avoidance areas, and airport events and diversions, advanced features

like rubber banding help to eliminate the errors from manual input and improves dispatcher ability to

quickly react to ad-hoc events.

7

Graphical Route Editing allows graphical manipulation of up to 20 routes on-screen without manually changing the actual string. This is accomplished by utilizing “rubber banding” to freely move route points anywhere on-screen, or “snapping” the route points, to any hot tip capable Fix, NAVAID, or Airport that is within the active view. This “snapping” feature allows for pinpoint manipulation without knowing the exact location of a specific Fix, NAVAID, or Airport.

Operations Scenario—How will this integration change daily life for dispatchers?

A pilot flying between London and New York City receives news that there is a runway closure at LGA.

The pilot messages the SOC with remaining fuel on board (FOB) and requests a diversion airport. The

inbound ACARS message is routed to alert the dispatcher. The dispatcher then identifies potential di-

version airports while taking into account the remaining FOB. The Emergency Diversion Tool allows

the dispatcher to determine potential diversion airport options based on the distance from the aircraft

and minimum runway length requirements of the aircraft. Those options are highlighted on the graph-

ical display. The dispatcher then sends an uplink ACARS message to present the best options.

Dispatchers can also determine the estimated flight range ring based on the current FOB and specific

burn rate for each aircraft type. This enables dispatchers to quickly determine if a flight will have the

required FOB to safely reach its planned destination or if it will need to divert to an alternative airport.

All achieved using one tool.

Optimization + Automation = Decreased Costs

Measurable benefits of flight operations integration through Sabre AirCentre Flight Operations Solu-

tions:

So far, we’ve seen reduction of operating costs up to 7% through optimized fuel burn.

Elimination of errors from manual input through data and workflow integration.

Revenue protection and increased traveler loyalty resulting from minimized disruptions.

For more information, visit www.SabreAirlineSolutions.com or email us at FlightSolutions@sabre.com.

8

Headline: 2012 Tropical Season Outlook

Written By: Jeff Johnson, Chief Science Officer, Telvent DTN

For 2012, there are some differences that point toward fewer total storms this year. One significant dif-

ference is that the ocean is colder in the tropical breeding ground of the central and eastern Atlantic.

This condition will make it less favorable for the longer-tracked systems that form in the eastern part of

the ocean and travel westward during the second half of the season. In contrast, the water temperature

in the Gulf of Mexico, Caribbean Sea and the western Atlantic has been warmer than normal in recent

months, so conditions are more favorable for systems to form closer to the U.S. mainland.

Last winter’s La Niña has faded, and there are signs that an El Niño will form this summer into the fall.

El Niño tends to reduce the total number of tropical storms, due to increased upper-level wind shear

over the tropical development areas. For the season as a whole, it is likely that the total number of

storms across the Atlantic basin will be much less than in the past two years and closer to the normal

season total of 11 named storms, six hurricanes and two-to-three major hurricanes. Wind shear forecast

for this summer shows a stronger-than-normal shear more likely across the southern tropical areas and

near-normal shear closer to the U.S.

However, a reduced total numbers of storms this year, compared to recent years, does not necessarily

translate to a lower risk for a U.S. strike. The eventual tracks of the storms that do form will be highly

dependent on the steering currents at the time of the storm’s existence. Last year, three systems made

landfall in the U.S.

Tropical Storm

Don entered south-

ern Texas and im-

mediately col-

lapsed in the se-

vere-drought zone.

Tropical Storm Lee

brought excessive

rainfall to the Deep

South as it

churned slowly

through Alabama.

The big event of

the year was Hurri-

cane Irene, which

moved up the

Eastern Seaboard in

late August. Its

9

winds were low-end hurricane strength, but it produced significant flooding along its path into New Eng-

land.

Looking at the historical hurricane records that date back to 1861, the average number of hurricane

landfalls for the U.S. is 1.78 per year. The variance from this yearly average value ranges from zero to

seven landfalls. There was only one season with seven landfalls, and that was way back in 1886.

Of the years between 1861 and 2011, 30 percent saw one annual landfall. Following that rate, 23 per-

cent of these years of record experienced two strikes. No landfalls occurred in about 19 percent of the-

se years – about one in five. Three landfalls occurred in just 18.6 percent of these years – about the

same rate as no landfalls. Landfall numbers greater than three drop off significantly, with only a few

percent of years seeing four, five, or six hurricanes.

Interestingly, two out of the four years that saw six hurricane landfalls are recent: 2004 and 2005. The-

se back-to-back high landfall totals, along with major hurricanes Charley, Frances, Ivan, Katrina, Rita

and Wilma, prompted strong concern that hurricanes might be getting stronger and more common. Yet,

the past three seasons have been much quieter, with only one U.S. landfall, when Hurricane Earl

streaked up the Eastern Seaboard.

While the seasonal total should be lower this year for the entire Atlantic basin, it is important to remain

vigilant of storms that form near, or head toward, the U.S. this year. Warm water located closer to the

U.S., along with near-neutral shear, could fuel approaching storms and systems. Statistically, it is very

possible we will see a reversal of the low storm impact in the last three years.

About the Author

Jeff Johnson is Chief Science Officer at Telvent DTN, and has more than 30 years of experience in

commercial meteorology. Jeff holds a Bachelor’s Degree in Meteorology from the University of Wiscon-

sin-Madison, as well as he is a Certified Consulting Meteorologist (CCM), which is a professional certifi-

cation bestowed by the American Meteorological Society (AMS) on individuals who pass a rigorous cer-

tification process demonstrating knowledge, experience, and character.

10

Recommendations from Airman Testing Standards and Training

Aviation Rulemaking Committee (ARC)

AGENCY: Federal Aviation Administration (FAA), DOT.

ACTION: Notice of report availability.

-----------------------------------------------------------------------

SUMMARY: This notice announces the availability of a report from the

ARC, which presents recommendations to enhance the content, process,

and methodology for development of aeronautical knowledge testing and

training materials.

FOR FURTHER INFORMATION CONTACT: Van L. Kerns, Manager, Regulatory

Support Division, FAA Flight Standards Service, AFS 600, FAA Mike

Monroney Aeronautical Center, P.O. Box 25082, Oklahoma City, OK 73125;

telephone (405) 954-4431, email van.l.kerns@faa.gov.

SUPPLEMENTARY INFORMATION:

Background

On September 21, 2011, the FAA chartered the ARC to provide a forum

for the U.S. aviation community to share its experience and expertise

in the areas of aeronautical knowledge required for safer operation in

today's National Airspace System (NAS).

The FAA's charge to the ARC was to help ensure that technical

information related to airman knowledge tests, computer testing

supplements, knowledge test guides, and training handbooks incorporates

the most current and relevant standards, policies, procedures, and

techniques. The FAA specifically tasked the ARC with providing

recommendations on the content of these materials, a process for

stakeholder participation, and appropriate methodologies for developing

test item bank questions. The FAA also requested the ARC's

recommendations on prioritizing the enhancement of these materials.

Notice of Availability

The ARC submitted its report to FAA on April 13, 2012. The report

is now available for review and download from the FAA Web site at:

http://www.faa.gov/aircraft/draft_docs/arc

Issued in Washington, DC on June 12, 2012.

Melvin O. Cintron,

Acting, Director, Flight Standards, AFS-1.

11

12

Airline Dispatchers Federation

Newsletter

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ADF News

Editor: Matt Berg

MBerg@Dispatcher.org

Website: Brandon Caple

WebDude@Dispatcher.org

Please send article

contributions or comments

to any of the above addresses.

ADF Meeting Schedule

2012

July 21st—Wyndham Newark Airport

Fall—October 10-12 Sheraton Safari Hotel

(Orlando) Lake Buena Vista $95/$129

2013

Winter — Phoenix

Spring — Atlanta

Summer — San Francisco

Fall Symposium—Washington DC

ADF Leadership

President: Joseph Miceli (United)

Executive Vice President: John Schwoyer

(American Airlines)

Treasurer: Mike Timpe (Horizon)

Secretary: Patrick Boyle (United)

Historian / Librarian

VP of Industry Relations: Gene Kim

(Air Tran/Southwest)

VP of International Relations:

Matt Berg (United)

Newsletter / Symposium Coordinator

VP of Information Technologies:

Brandon Caple (United)

VP of Aviation Rule Making: Norm Joseph (Delta)

VP of Membership:

Debbie Kowalewski (United)

VP of Corporate/Industry Alliances.

Catherine Jackson (Southwest)

Sponsorships

Jumpseat Issues: Phil Brooks (United)

Publications / Media: Vacant

WANTED!

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